Triple valve.



No. 630,383. Patented Aug. 8, |899.

- W. B. MANN.

YTRIPLE VALVE.

(Application led Feb. 27, 1899.) (No Model.) 4 2 Sheets-Sheet I.

` r r/ al mm1 Ms q--QL f 777.@ am @M MMM om 9 81 U A d B t n 8 t a DI m 9 8 l1 .E, NVM ,NLE AAM MVa .Eh BLM .nl .m c www d. n .i 8 3L: 0 3 6 0. N

2 Sheets-Sheet 2 (No Model.)

.NuX

UNITED f 'STAT-Es,

PATENT OFFICE.

WILLAM B. MANN, OF BALTIMORE, MARYLAND.

TRIPLE vALv.

SPCIFICATION forming part of Letters Patent No. 630,383, dated August 8, 1899.

Application filed February 27.1399. serial No. 707,107. cro man.)

To @ZZ whom it may concern:

Be it known that I, WILLIAMB. MANN, a citizen of the United States of America, and a resident of the city of Baltimore, State of Maryland, have invented a new and useful Improvement in Triple Valves, which invention is fully set forth in the following specification.

My invention relates to air-brakes for rail- Way-trains,and more particularly to the triplevalve'mechanism for controlli ng the operation of such brakes.

In making emergency applications of the brakes it is necessary to secure the reduction of train-pipe pressure with great rapidity throughout the entire length ofthe pipe, and for this purpose many quick-action valves are provided with an auxiliary venting-valve controlling the passage of air from the trainpipe, such auxiliary valve being directly operated or rendered operative by the triplevalve piston when it makes its emergency throw. In some cases the Vair passing from the train-pipe is allowed to escape to the atlnosphere, and in other cases it is conducted fm the train-pipe to the brake-cylinder, in w ich latter case a check-valve is required to prevent back pressure from the brakecylinder to the train pipe. All such devices Which require the addition to the triple valves of auxiliary valves, check-valves, and v the necessary operating mechanism therefor are objectionable, because they complicate the triple-valve device, greatly increase its chances of getting out of order, and largely add to its original cost. Furthermore, in all cases with which I am familiar the actual escape of air from the train-pipe inquantity sufficient to cause quick serial action does not occur at any triple valve before the piston of said valve has completed its full traverse, so that the time required to secure action from all the triple valves of a train is equal to the time required for the traverse 0f the triplevalve piston plusthe time required to sufficiently vent the train-pipe at each triple valve to produce quick action of the next succeeding valve multiplied by the number of cars in the train, Whereas if. the ventingof the train-pipe could be commenced before the triple-valve piston has completed its traverse Vof the brakes.

The presentinvention has for its object to provide a quick-action triple-valve mechanism Which when the triple-,valve piston is given :itsemergency traverse shall operate to .permit the escape of air from'the train-pipe Without theA use of any auxiliary, check, or other valve additional to the main and graduating valves.

A further object of the invention is to provide a quick-action triple valve Which shall operate t0 permit the escape of air from the train -pipe before the triple-valve piston has completed its emergency traverse; and, finally, the object of the invention is to simplify the construction and operation of quickaction triple valves, and thereby render them more durable and effective in operation and less costly to construct.

With these objects in vieu7 my invention consists in a triple-valve casing having ports leading to the train-pipe, to the brake-cylinder, and to the atmosphere, with a main valve having a duct or ducts therein which connect the brake-cylinder and the atmosphere ports when the, valveis in release position and another duct which connects the train-pipe and atmosphere ports when the valve is in the act of moving to emergency position to permit braking air to enter the brake-cylinder.

Furthermore, the invention consists in a rmain and graduating valve and an operatingpiston therefor, the main valve having a duct or duets which, connect Athe brake-cylinder with the atmosphere 'when the valve is in re- 1vlease position, ,a second duct` controlled by the graduating-,valve and through which braking airy enters the brake-cylinder when `the parts' are in graduating position, and a IOO applications thereof, and for venting the trainar pipe to secure quick action; and, finally, the

'invention consists in certain improved de` tails of construction, which will be hereinafter described and then pointed out in the claims.

The inventive idea involved in the invention may nd mechanical expression in various forms, and for the purpose of illustration I have shown o ne of such forms in the accompanying drawings; but I wish it understood that the same is shown for the purpose of illustration only and not as defining the limits-of the invention. Y In such drawings, Figure lis a central vertical longitudinal section of a triple-valve mechanism embodying my. invention, parts being in elevation and the valve being in release position. Fig. 2 is a similar view with the parts in graduating position. Fig. 3 is an enlarged transverse section on the line 3 3, Fig. 1. Fig. 4 is a` similar view on the line 4 ft, Fig. 1. Fig. 5 is a view of the parts in the act of moving to emergency position, showing an open passage from the train-pipe to the atmosphere. Fig. 6 is a view similar to Fig. l, but with the parts in emergency position. Fig. 7 is an enlarged bottom Aplan view of the face of the main valve, certain ducts therein being shown indotted lines; and Fig. 8 is an enlarged plan view of the bottom of the triple-valve casing, showing the ports therein leading to the train-pipe, the brake-cylinder, and the atmosphere.

In a suitable valve-casing H, I form ports A, B, and C, A leading to the train-pipe A2, B to the atmosphere through passage B2, and C to the brake-cylinder passage C2.

G is the main valve, operated in the usual and well-known manner by the piston G',

whichhas lost-motion connection with the valve through the head G4, as shown. Within the main valve is' a chamber G2, connecting with a chamber G3, which in turn connects with apassage or duct F, leading from the chamber G3 to the lower or operating face of the main valve.

A is a port opening from the face of the valve into chamber G2, B alike port opening 'into chamber G3, and C a port opening into passage or duct F. Side ducts ff lead :from the passage or duct F out through the sides 'of the main Dvalve to the valve-.chamber E,

in a valve-seat formed at the junction of chambers VG2 and G3. Projecting forward from the part g and through chamber G3 into passage'F is a stem g', shown in this instance as entering a longitudinal bore in the part g against the tension of a spring g2 and held in position by a pin-and-slot connection g3. This stem g seats as a valve on a valve-seat f in the passage or duct F. The lengths of the parts g g are so arranged that when the piston G' abuts thevalve G (see Fig. l) the valve g is seated, so as to close communication between chambers G2 G3, and the valve g is seated, so as to close communication between duct F and ducts ff; Vbut when the head G4 abuts the valve G (see Figs. 2, 5, and 6) the valves g g are unseated, and communication between chambers G2 G3 and between ducts F ff is opened. The usual feed-in valve 7L is provided for the purpose of charging the auxiliary reservoirs from the train-pipe.

The operation of the device is as follows: The parts being in the position shown in Fig. l, air passes from the train-pipe vto the auxiliary reservoir through the feed-in valve h, and the brake-cylinder is in communication with the atmosphere through ports C D D', ducts CZ d, and ports D D B. If now the pressure in the train-pipe be slightly lowered through the engineers valve, the piston G will move toward train-pipe pressure. The first effect of this movement will be to unseat valves g g', after which head G4 will contact with valve G and move it along until port C registers with port C, at which time the pressure on opposite sides of the piston G will be equalizedand it will come Ato rest and air will flow from the auxiliary reservoir through the valve-chamber E, ducts f fand F, and

. ports C and C to the brake-cylinder, the latterbeing no longer in communication with the atmosphere, because ports D D do not now register with ports B and C. This passage of air from the auxiliary reservoir to the brake-cylinder soon causes the pressure on IIO the auxiliary-reservoir side of piston G to y fall slightly below train-pipe pressure, whereupon said piston shifts from the position shown in full lines, Fig. 2, to that shown in dotted lines, thereby seating the valve g on the seat f and closing the ducts f f and preventing the passage of any more air from the auxiliary reservoir. If desired, this graduating action for service applications of the brakes may be repeatedby again slightly lowering train-pipe pressure 'through' the engineers valve. With the parts in the position shown in dotted lines, Fig. 2, pressure in the brake-cylinder is held constant and pressure in the train-pipe andauxiliary reservoir is substantially equalized. To release the brakes, pressure in the train-pipe is raised by permitting air to ilow thereinto fromA the main reservoir and return the parts to the position shown in Fig. l. To make an emergency appipe pressure by permitting air to escape rapidly through the engineers valve, and the preponderance of pressure on the auxiliaryreservoir side of piston G causes it to quickly shift from the position shown in Fig. 1 to that shown in Fig. G-that is, to make the full traverse of its cylinder I-I. In making this traverse it unseats valves g g', as before, and then. shifts the main valve G so that the port C is uncovered, as clearly shown in Fig. 6. While the valve G is thus shifting from the release to the emergency position port A' passes over port A,and port B simultaneously passes over port B, thereby directly connecting the train pipe with the atmosphere through ports A A', chambers G2 G3, and ports B B', and air thus escaping from the trainpipe serves to lower the pressure therein sufiiciently to cause the next triple valve in the series to take quick action. As the main valve continues to shift toward the position shown in Fig. G ports A and B are carried out of register with ports A and B, respectively, and air ceases to pass from the traini pipe to the atmosphere. It will thus be seen that before the pistou of the first valve in the series has reached its full traverse the reduction in train-pipe pressure necessary to cause the second valve in the series to take quick action has been secured. It will also be noted that my entire valve mechanism is made up of the main and graduating valves and the operating-piston therefor` and that I secure all the functions heretofore obtained from quick-action triple valves without the complications due to check-valves, auxiliary valves, and operating mechanism therefor. In returning the parts from emergency position (shown in Fig. 6) to release position (shown in Fig. l) the valve g closes communication between chambers G2 and G3, so that as ports A and B pass over ports A and B,

respectively, on the return movement no air is allowed to escape from the train-pipe to the atmosphere.

Having thus described myinvention, what I claim is 1. The combination of a train-pipe, brakecylinder and auxiliary reservoir, with a main valve which while shiftingv from release to emergency position opens communication between the train-pipe and the atmosphere so as to vent the train-pipe and secure quick serial action and then closes such communication and opens a passage from the auxiliary reservoir to the brake-cylinder.

2. The combination of a train-pipe, brakecylinder and auxiliary reservoir, with a main valve through which, before it has completed its emergency throw, a passage is opened and closed whereby the train-pipe is vented sufciently to cause quick serial action.

3. The combination of the train-pipe, auxiliary reservoir and brake-cylinder, with a main valve, having a duct therein opening and closing a passage from the train-pipe to the atmosphere while the valve is shifting to emergency position, an operating-piston for said main valve, and a valve connected to said piston and controlling said duct.

4. The combination of the train-pipe, auxiliaryrreservoir and brake-cylinder, with a main valve, having a duct therein conducting air from the train-pipe while the valve is shifting to emergency position, an operating-piston for said main valve, a valve connected to said piston and controlling said duct, and a graduating-valve operated by said piston and controlling a graduating-duct in the main valve.

5. The combination of a train-pipe, brakecylinder and auxiliary reservoir, with a valvecasing having ports leading to the train-pipe, and the atmosphere, with a main valve having a duct which, While the valve is making its emergency throw, connects the train-pipe and atmosphere ports so as to cause quick serial action, and disconnects said ports before the valve has completed its emergency throw.

6. The combination of the train-pipe, auxiliary reservoir, and brake-cylinder, with a main valve having two connecting-chambers therein, an operating-piston for said main valve, a valve connected to said piston and normally closing communication between said chambers but opening when the piston shifts toward train-pipe pressure and a port in each of said chambers, one of which ports opens to the train-pipe and the other of which opens to the atmosphere while the main valve is shifting to emergency position.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

VILLIAM MANN. Vitnesses:

Trios. C. BAILEY, CHAs. Lnvrs.

ICO 

